Mass transit system

ABSTRACT

A transportation system is disclosed having a plurality of support columns spatially disposed from each other and anchored to a supporting medium with a plurality of first transverse members, each of which is secured to one of a plurality of support columns and with a plurality of second transverse members secured to certain of the support columns adjacent each other defining a smooth vertical curve varying from the first transverse members and further including a first and second pair of rails adapted to support a load-bearing vehicle secured to the first and second transverse members respectively, and wherein the load-bearing vehicle has an upper and lower set of retractable wheels adapted to cooperatively engage the first and second pair of rails in operable relationship without switching any of the rails to facilitate changing the path of movement of the vehicle.

United States Patent [72] inventor Roy J. Larson 909 Pemblna St.,Detroit Lakes, Minn. 5650] [21] Appl. No. 810,533 [22] Filed Mar. 26,1969 [45] Patented July 6, 1971 [54] MASS TRANSIT SYSTEM 15 Claims, 13Drawing Figs.

[52] US. Cl. 104/130, 104/88, 104/89, 104/125, 105/146 [51 lnt.Cl B611)15/00 [50] Field of Search 104/88, 89, 91,1,149,96,130;l05/l46,147

[56] References Cited UNIT ED STATES PATENTS 3,051,096 8/1962 Walsh etal. 104/96 X 3,254,608 6/1966 Alden 104/149 Primary Examiner-Arthur L.LaPoinit Assistant Examiner-George H. Libman Attorney-Schroeder,Siegfried and Ryan ABSTRACT: A transportation system is disclosed havinga plurality of support columns spatially disposed from each other andanchored to a supporting medium with a plurality of first transversemembers, each of which is secured to one of a plurality of supportcolumns and with a plurality of second transverse members secured tocertain of the support columns adjacent each other defining a smoothvertical curve varying from the first transverse members and] furtherincluding a first and second pair of rails adapted to support aload-bearing vehicle secured to the first and second transverse membersrespectively, and wherein the load-bearing vehicle has an upper andlower set of retractable wheels adapted to cooperatively engage thefirst and second pair of rails in operable relationship withoutswitching any of the rails to facilitate chang ing the path of movementof the vehicle.

PATENTEDJUL BIBYI 35910743 SHEET 2 OF 7 BYWQ/ I q; 6 TOP/UB6 PATENTEDJUL 6 IBTI SHEET 5 BF 7 CONTR L SENSOR FIE I0 PATENTEUJUL 6197! 1 43SHEET 6 OF 7 INVIiN'IUR.

BY 60% c/ LAPSOA/ FIE 12 MMwd' W W ama/5x5 MASS TRANSIT SYSTEM Thisinvention relates to the field of transportation and more particularlyto the field of a mass transit system for the conveyance of people andmaterials.

Every metropolitan area of any significant size is suffering frominadequate transportation of facilities and generally has been under atransportation handicap for some time. The only practical meansavailable for the solution of this problem in most areas is the highwayand automobile transportation with the further expansion of the highwaysystem into urban areas which has many disadvantages because of thedislocation of existing homes and businesses and because of the largeamount of lane occupied for such purposes and its relatively high costto acquire. An alternate form of transportation is needed that will movenot only people but goods and commodities cheaply, conveniently, safely,and rapidly from fringe areas to a downtown metropolitan area andparticularly from any location in the metropolitan area to any otherlocation within that area and particularly for a system which may be altered or changed to provide flexibility to meet the expanding need ofany metropolis.

There have been many attempts to comply with this type of requirementand meet the needs of the mass transit system by using fixedconventional rails, monorails and other guidance tracks underground aswell as at grade level and elevated level. However, these attempts tosolve the transportation problem have generally met with little successbecause of the relatively high cost and lack of general ability toaccommodate more than a small fraction of the overall traffic need dueto the fixed routes and schedules of the system. The most promising ofthe various transit systems which have been proposed to date are systemsemploying lightweight cars or vehicles suspended from overhead monorailstructures such as the type of system found in US. Pat. No. 2,825,291and No. 3,081,71 l which are typical of the suspended overhead systems.However, the problem of switching the cars from one track to anotherpresents a problem which does not appear to have been solved by such amechanism in a satisfactory manner.

The present invention is directed to a means of solving the problem ofswitching the cars from one path to another and this is accomplished inthe present invention without any movement of the rail system. Thepresent invention suspends the car or vehicle from more than one pointof suspension and thus allows a switching technique by changing thedriving mechanism ofthe vehicle while the rails over which it operatesare fixed.

It is therefore a general object of this invention to provide a transitsystem making use of lightweight cars or capsules which are transferredover a system of rails by a carrier equipped with a dual drivingmechanism, each of which is capable of alternately engaging ordisengaging a rail system over which it is to run.

It is a further object of this invention to provide a capsule which maybe moved on to or off from a load-bearing vehicle at a secondary stationwhile traffic proceeds onthe main line at a standard speed and on anuninterrupted period.

It is another object of this invention to provide a transportationsystem that is controlled by an operator in the capsule through anautomatic control system that guides the capsule to its destination.

It is a further object of this invention to provide a rail system overwhich the vehicles may operate which is relatively free fromobstructions caused by inclement weather conditions.

It is another object of this invention to provide a secondary tracksystem permitting storage of the capsules and facilitating their removaland reentry upon a vehicle.

It is a further object of this invention to provide different portionsof a secondary track system for acceleration and deceleration of thevehicle to synchronize its movement with the vehicles on a main line.

FIG. 1 is a diagrammatic perspective view of a typical transportationsystem incorporating my invention suspended over a sidewalk;

FIG. 2 shows a side elevation of a passenger container or capsule in anopen position for loading and shows a preferred seating arrangement;

FIG. 3 is an isometric view of a cargo capsule shown in an open positionfor loading;

FIG. 4 shows a perspective view of the transporter or carrier vehiclewith its upper running gear extended and the lower gear in retractedposition;

FIG. Sis an elevation ofa rail system. suspended from a cantileveredcolumn;

FIG. 6 is a cross section of a rail showing the power and communicationsconductors disposed in a sheltered portion of the rails;

FIG. 7 shows a front elevation view of a passenger capsule or container;

FIG. 8 is a diagrammatic perspective view of my invention with a stationtrack or secondary track connected to the main line and a vehicle in theposition of having just engaged the station track;

FIG. 9 is a side elevation view of the preferred switching arrangementin which the upper track is the main line and the lower track is astation track;

FIG. 10 is a diagrammatic view of the driving train showing the devicefor extending or retracting the wheel assemblies;

FIG. 11 is a diagrammatic plan view of a station showing a parkingarrangement for capsule parking;

FIG. 12 shows a capsule handling conveyor and parking unit used with thestation equipment; and

FIG. 13 is an electrical schematic diagram of the transporter or carriervehicle.

The vehicles used in the system will travel at speeds which will vary inthe density of the traffic and particularly with the concentration ofterminal facilities. Speeds of approximately 40 miles per hour will bepractical in downtown areas and speeds of 40-60 miles per hour will beobtainable in residential areas and up to 75 miles per hour and fasterin urban and outlying areas. As traffic increases in a particular areaand additional stations are connected with the main line, traffic willbe slowed in speed to reduce the length of acceleration and decelerationsections and to accommodate a higher density flow of traffic. Should aparticular section of the system become loaded to the point where thespeeds are reduced below an optimum speed, then an express rail caneasily be added to that particular area to relieve the congestion.

As found in FIGS. ll, 5 and 6, there is illustrated a transit systemcomprising a plurality of support columns 20 which are securely anchoredto a supporting medium such as a sidewalk, or some anchor firmlyembedded in the earth. Each of the support columns have a transversemember 21 secured thereto which is located above the street and may bepositioned approximately 15 feet above the street level to clear anysurface traffic. Secured to each of the transverse members 21, are apair of rails 22 and 23 which are secured in a parallel relationship.That is, the rails 22 and 23 are horizontally displaced from each otherand secured in a parallel relationship, to each other. A vehicle 24having a capsule 25 secured therein is supported on rails 22 and 23 byan upper set of driving wheels 2s through 29 (FIG. l). A lower set ofdriving wheels 31 through 34 is also drivingly connected to vehicle M. Amore detailed view and description will be set forth later with respectto the vehicle as seen in FIG. 10.

As just described, and shown in primarily FIG. ll, rails 22 and 23 forma main line or main track system which may be the express track forconveying the vehicles from one place to another or in some instances itmay be a feeder or secondary line leading up to a main line. Referenceis now made to FIG. 8 in which rails 22 and 23 form a main line or maintrack system. Another pair of rails 36 and 37 are secured to a secondplurality or set of transverse members 355 which are also secured incantilever fashion to supporting columns 20.

Rails 36 and 37 form a secondary track and in the view illustrated,curve downwardly and off to one side of the main line where the tracksenter a station 40. As shown, vehicle 24 has entered and engaged thesecondary track or has engaged rails 36 and 37. Another vehicle 1241 isshown entering station 40 by the facilities of secondary tracks 36 and37. Additionally, another vehicle 244 is shown continuing on the mainline through the use of rails 22 and 23. As will be explained in moredetail later, the system shown in FIG. 8 may be expanded by addingadditional vertical sections to the supporting columns 20 and addingadditional transverse members to carry another pair of rails.

Referring specifically to FIG. 6, it will be seen that rail 23 which istypical of all the rails, is formed in the shape of a letter C." Theupper transverse leg contains a plurality of power conductors ill and aplurality of communication conductors 42 both of which extend along therails to provide power and control or communication signals. A guidetrack 43 is secured to the lower transverse member of the C-shapedchannel member through the use of a plurality of two-part shims 44 whichare used to provide the proper grade adjustment over which the wheel ofthe vehicle will travel. It will of course be understood that each ofthe channels forming the rails is similarly constructed and that theopen portions face each other such as shown in FIG. 5. By locating thepower and communications conductors 41 and 42 on the upper insideportion of the rails, maximum protection will be obtained from theelements. It will also be observed that a lip member 45 forms a safetyflange at the outer extremity of the lower transverse member of rail 23to prevent a wheel from being accidentally retracted to the positionsuch as found for the lower wheels 31 and 32 as shown in FIG. 5.

The capsules which are carried by the vehicle are shown principally inFIGS. 2, 3 and 7. FIGS. 2 and 7 show diagrammatically the capsule whichis used for moving passengers from one location to another and as shown,a reversible seat 46 may be placed in the position shown or movedtowards the other position so that the passengers may face each other bysitting in reversible seat 46 and another seat 47. The capsules arehinged at an upper edge and upon being lowered into an operableposition, are ready for use by a vehicle. A pair of racks 50 and 51 aresecured transversely across the ends of capsule 25 and are disposed toengage a pair of pinion gears 52 and 53 respectively (FIG. 13). Piniongears'52 and 53 are driven by a pair of capsule driving motors 54 and 55respectively. A pair of locking members 56 and 57 are secured near theupper portion of the capsule driving motors 54 and 55 respectively. Apair of locking members 56 and 57 are secured near the upper portion ofthe capsule body that are adapted to communicate with a pair of lockingbolts 58 and 59 respectively. Situated below locking member 56 is acommunications connector 60 which is adapted to be engaged by a matingconnector 61. The capsule just described is approximately 7 feet long,and approximately 4 feet high and 4 feet wide.

The cargo capsule 25a (FIG. 3) has a pair of hinged portions 62 and 63which are pivotally secured to the front and trailing edges of the upperportion of the capsule so that the box" may be opened and a load placedtherein. Pivotable portions 62 and 63 are then moved to the closedposition so that the capsule becomes, in effect, a box containing cargomaterial. The dimensions of the cargo capsule are approximately the sameas those described for transporting passengers.

Referring once again to FIGS. 8, 9 and as vehicle 24 moves along themain line or track, it encounters a code-bearing member 64 which ismounted upon rail 23 in advance of the secondary rails 36 and 37 formingthe secondary track. The code which is found in code-bearing member 64is detected or sensed by a sensor 65 which is physically connected tothe vehicle such as the vehicle 24. The signal which is detected bysensor 65 is used to energize a control unit 66 through a pair ofconductors 67 and 68 conveying the code signals. Certain communicationsor code signals may also be supplied to control unit 66 through suitablebrushes or pickup devices 70 and power is supplied through a pluralityof brushes 71. If the code detected by sensor 65 coincides with thedestination code which is contained within the control unit 66, controlunit 66 will cause the actuation of the lower driving mechanism. Theupper driving mechanism is shown in FIGS. 10 and 13 and it will beunderstood that the lower driving mechanism is identical to the uppermechanism and for this reason it is not shown. Electrical power issupplied to control unit 66 through a plurality of power conductors 72which are connected to brushes 71 and communications and code signalsare carried on conductors 73 which are connected to brushes 70. Upperdriving wheels 26 through 29 are driven by a motor 74 which is drivinglyconnected to a pair of differentials 75 and 76. Differential 75 has apair of splined output shafts 78 and 79 which are drivingly connected towheels 28 and 29 respectively. In a similar manner, the output ofdifferential 76 is connected to wheels 26 and 27 through a pair ofsplined shafts 80 and 81 respectively. Each of wheels 26 through 29 havesplined hubs 86 through 89 respectively so that the wheels may movetransversely on the splined shafts and thus engage or disengage therespective rails over which they move. A brake 90 and a tachometer 91are drivingly connected to motor 74 to provide braking for motor 74 andprovide an output signal of the motor speed respectively.

A pair of bracket members 92 and 93 are secured to the vehicle frame andprovide pivot points for four yoke members 94, 95, 96, and 97. Yokemembers 9497 are pivotally secured to the ends of brackets 92 and theiropposite ends are pivotally connected to four solenoid arms 104 through107 respectively. Hubs 86 through 89 contain four collars 110 through.113 respectively which are held in place on the splined hubs by flangemembers. The collars 110 and 111 are pivotally connected to yokes 96 and97 by a pair of pins 114 and 115 respectively and yokes 94 and 95 areconnected to collars 112 and 113 by a pair of pins 116 and 117respectively. Four solenoids 120 through 123 are connected to armaturecontrol arms or armatures 104 through 107 respectively, and arephysically secured to the vehicle frame. In other words, upon movementof control arms 104 through 107, the yokes are moved inwardly oroutwardly in a transverse direction to cause the wheels 26 through 29 tobe moved in a transverse direction to engage or disengage a cooperatingrail.

Referring principally to FIG. 13, it will be seen that motor 54 has abrake connected thereto and motor 55 has a brake 141 connected thereto.Current is supplied to the brakes and motor in the following manner.Power is supplied from control unit 66 to a pair oflocking solenoids 142and 143 through a pair of conductors 144 and 145. Conductor 144 may beconsidered the common conductor and is connected to both capsule drivingmotors and brakes 54, 55 and 140, 141 respectively. A time delaymechanism 146 is also connected to conductors 144 and 145 and upon beingenergized, produces a closed circuit for an output after a predeterminedperiod of time has elapsed. In the instant invention, the time delaywould be on the order of 2 or 3 seconds. Time delay 146 has its outputconnected through a conductor 147 to one terminal of a normally openswitch 150, and to one terminal of a normally closed switch 151 which inturn is connected to one terminal of a normally open switch 152. Theother terminal of switch 150 is connected to one terminal of a normallyclosed switch 153. The other terminal of switch 153 is connected tomotor 54, and brake 140. The other terminal of switch 151 is connectedto the other terminal of switch 154. Switch 150 which is normally openis closed by encountering the end of rack 50 and normally open switch154 is also closed by encountering the other end of rack 50. In otherwords, regardless of which side of the vehicle the capsule is inserted,a circuit is closed to the capsule driving motor. In addition thereto,the other terminal of switch 152 is connected through a conductor 159 toswitch terminal 154 which is connected directly to motor 54 and brake140. It will of course, be understood that motor 55 and brake 141 areconnected in a similar manner through conductors 144 and 159.Additionally, upon energizing solenoids 142 and 143, a pair of tensionsprings 157 and 158 are placed under tension while disengaging locks 58,59, and connector 61.

Upon deenergizing solenoid coils 14-2 and M3, locks 58 and 59 engagetheir respective mating members, and electroconical connectors 61 and 60are joined. A code-bearing cable 160 is also connected to connector 61and control unit 66. Another code bearing cable 161 is connected betweenplug or connector 60 and an operator control mechanism 162 which iscontained within capsule .25. Control unit 66, sensor 65, code member64, and operator control 162 may be of the types disclosed in thepatents to Wales, et al. U.S. Pat. No. 3,075,653 and to Wilson, US. Pat.No. 3,214,003. For instance, the operator control 162 may take on theform of the push buttons as shown in FIG. 7c of the Wilson patent, U.S.Pat. No. 3,214,003. Furthermore, both patents just mentioned disclosevarious means for forming a code such as found on code member 641 andboth show forms of detecting the code by a sensor or means for detectinga magnetic code. Also, through the use of an electronic AND circuitsolenoids 142 and 143 may be controlled and such a circuit is found inFIG. 8 ofWales, et al. US. Pat. No. 3,075,653.

Reference is now made to FIGS. 11 and 12 in which there is shown aparking station or transfer station 40 which has secondary rails 36 and37 pass through an unloading point 170 which is adjacent to a turntablemechanism 171. A capsule such as capsule 25 is moved laterally on toturntable 170, the turntable rotated 90 and the capsule is then in aposition to be moved over a conveyor 172. A portion of conveyor 172 hasa diverter section 173, formed therein in which a plurality of rollers174- are secured to a plurality of shafts 175, the shafts having theirlongitudinal axis in the longitudinal direction of conveyor 172. For theparticular embodiment shown, conveyor 172 is formed of a number ofrollers 176 which are secured to a plurality of shafts 177, the shaftsbeing transverse to the direction of movement of the vehicles overconveyor 172. Rollers 174 are ofa smaller diameter than rollers 176 andare secured to a pair of pivot bars 160 and 181 through securing shafts175 in place. Pivot bars 180 and 151 are connected to a pair of levermechanisms 182 and 163 which are pivoted at their opposite ends by apair of appropriate pivot bars. Upon lever members 182 and 183 beingactuated, rollers or wheels 1741 are moved upwardly into the path of anyvehicle moving over conveyor 172 and the direction of movement of thevehicle may then be changed to that ofa lateral movement at which timethe vehicle is moved on to a storage section 184 I which has its rollersand the shafts therefore oriented in the same manner as rollers 174i andshafls 175. Thus, a vehicle may be moved laterally to a parkingposition. As shown in FIG. 11, a plurality of capsules 25 are stored onsections of the conveyor such as the storage section 1134. Anotherturntable 185 is situated at the end of conveyor 172 and rotates thecapsule 25 into a position where they may be received onto a vehicle ata loading point 166.

it will also be found that additional code memory mechanisms 190 arestrategically located along rails 37 for detection by sensor 65 to causeacceleration, deceleration, or initiate a breaking action to properlycontrol the movement of the vehicle.

OPERATION Assuming that it is desirable to move a passenger-carryingcapsule from one station such as 60 to another, certain events will takeplace. Assuming that the vehicle is at loading station 186, acapsule 25is directed from a storage location 134 onto conveyor 172 whereturntable 185 rotates the capsule so that it may be in a position to bemoved laterally onto vehicle 2 1. As capsule 25 is moved laterally. rack50 encounters either switch 150 or 154 which supplies current to motor541 and releases brake 140, it being understood that time delaymechanism 146 still remains energized from the signal being suppliedfrom control unit 66. As rack 50 moves towards its center position, adetent 191 encounters switches 153, 151, and 152 causing switches 153and 151 to be opened and switch 152 to be closed. Thus, the circuit tomotor 56 and brake is opened thus locking the capsule in place. It willof course be understood that motor 55 and brake 141 are actuated at thesame time and operate in the same manner. Once switch 152 is closed, acircuit is completed to control unit 66 which will be used with thedetection of a code member 190 to cause actuation of the device whichwill be explained later. Detection of a code-bearing element. 190 causesthe proper signal to be detected by sensor 65 and in the instantapplication, solenoid 142 is deenergized along with time delay 146causing springs 157 and to move to a pair of locking bars 192 and 193into a position where locks 56 and 59 engage cooperating members 56 and57 and electrical connectors 60 and 61 are joined together. Operatorcontrol 162 is then energized to produce a comparison signal to controlunit 66 and vehicle 24 starts its movement with wheels 31 through 3 11engaging tracks 37 and 36. Upon passing code sensor 190, the vehicle isaccelerated. By reference to FIG. 9, and assuming the car is moving frompoint B to point A, it will be seen that as a vehicle such as vehicle1241 moves along the track that it is elevated and upon passing codemember 190, a code is detected which causes the wheels at the upper partof the vehicle to be extended and engage rails 22 and 23 of the primaryor main track. 1t will be noted in FIG. 9 that the rails are pitchedupwardly from point A towards point B so that the upper wheels whenextended are slightly above the guide track 43 to clear flange 45 suchas found in FIG. 6 and as the vehicle moves to point A rails 37 and 36are at a vertical distance such that the vehicle may continue on themain line without an appreciable jar or bumping effect taking place. Theincline of rails 37 and 28 may be 5 or 6 above a horizontal.

Upon sensor 65 detecting code member 1110, signals are applied tosolenoids 120 through 123 to cause the wheels 26 through 29 to beextended outwardly and when extended, the wheels will be above guidetrack 13. As the vehicie continues to move, rails 36 and 37 are slopeddownwardly and wheels 26 through 29 come in contact with guide tracks43. Once the vehicle 24 is running on rails 22 and 23 and rails 36 and37 have been cleared, the lower wheels are retracted which again may bedome through the medium of a code member 190 being detected by a sensor65. The vehicle continues along rails 22 and 23 until it nears thetransfer station. As the vehicle approaches another set of secondarytracks such as tracks 36 and 37 as found in FIG. 8, another code member66 is encountered prior to reaching the secondary track. Sensor 65detects the code on code member 64 and again causes the lower wheels tobe extended through actuation of another set of solenoids similar tosolenoids 120 through 123 which are labeled on the control diagram foundin 116. 13. Reference is now made to FIG. 9 in which vehicle 24 ismoving from point A towards point B. As shown in FIG. 13, only a singlesensor 65 is shown but of course it will be understood that wherenecessary, sensor 65 may have another sensor identical thereto connectedto control unit 66 so that code members 196 and 64 may be detected alongthe rails regardless of whether the sensor is located relative to theupper or lower portion of vehicle 24. Upon code member 190 beingdetected along rail 23, upper wheels 26 through 29 are retracted througha signal supplied to solenoids 120 through 123 and the vehicle continueson its way. Upon detecting another code member 190 on rail 37, vehicle24 decelerates and moves vertically lower and away from rails 22 and 23where the vehicle continues on its way towards station 10.

Returning again to H6. 11, a first code member 190 is detected whichcauses the vehicle to be decelerated further and may be used to apply asignal to brake 90 and cause the vehi' cle to slow down an additionalamount. Upon the vehicle reaching another unloading station such; as theone designated 170, vehicle 24 comes to a stop, motor 74 is deenergizedand brake 90 is energized to stop the forward motion of the vehi cle.Code member 190 located at the unloading station produces a signal whichis applied to conductors M4 and M5 causing solenoids i412 and H43 to beenergized. Upon energizing solenoids 142 and 1143, locking members 59are disconnected from their corresponding members 56 and 57 andelectrical connections between connectors so and 61 are broken. Thesamesignal applied to conductors i144 and i145 energize a time delaymechanism 11% and after a short time delay, current is applied to motors54 and 55 and brakes Mil and Mill to deenergizc the brakes an energizethe motors through switch 152. Upon a slight movement of racks 5t) and Mwith respect to their respective driving motors, switch R52 is openedbecause the switch follower is no longer engaged with detend 191 andswitches lSll and i153 are closed. Depending on the direction ofmovement of rack 50 with respect to the vehicle, switch 150 or 3154 willcontinue to be closed thus supplying current to motors 54 and 55. Uponcapsule reaching the extreme position for being disconnected from avehicle 24, the other switch, either switch 150 or 154", will also openand brakes 1140 and M1 will be energized while motors 54 and 55 will bedeenergized. lln such a position, capsule 25 may be rotated by turntablel7ll and moved upon conveyor 172 until a diversion location is reached.Actuation of pivot arms B82 and 183 will allow the capsule to be movedlaterally from conveyor 172 into a storage position 1184.

A photoelectric cell R57 detects the absence of the capsule on thevehicle and applies a signal to control unit 66 to again energize motor74 and deenergize brake Bil causing the vehicle to move along thesecondary track. Signals from photoelectric cell 157 also cause controlunit 66 to dcenergize solenoids 142 and 143. It will of course berecognized that an interlock circuit may be provided to keep the lockingmechanism and electrical connector 61in an unlocked position if it is sodesired. Upon vehicle 2 3 arriving at loading position 186, another codemember B94) is detected and solenoids 142 and 143 are again energized tocause the locking bolts 58, 59 and connector 611 to be withdrawn so thatanother capsule 25 may be moved on to vehicle 24.

It will also be obvious that the passenger capsules which contain anoperator control such as member 162 may change their destination if itis desired and have the capsule removed at a different location thanthat one set into the control previously. it should also be recognizedthat a form of operator control will be contained on the cargo capsulesso that they may be directed to a proper destination. it will also berecognized that the communication conductors may have certain overridingsignals applied thereto in case of an emergency or problems effectingthe entire main line. it should be kept in mind that there are no movingparts on the rail system requiring movement of track or rail members forswitching from one line to another. The vehicles will generally bemoving about the main line system until a demand is made for their useand switching is required to bring the vehicles in to a transportationstation. Through the sue of the communications conductors, it will alsobe possible for a station operator to call one of the vehicles to theloading station through the use of segmented conductors supplying aproper code signal which may be used to override the signals supplied bycontrol unit 66. By utilizing several of the segmented communicationsconductors in different combinations and through the use of differentvoltages or frequencies, an unlimited number of signals may be directedto control unit do.

It will also be recognized that the drive mechanism may be of anothertype such as a linear induction motor which may replace the wheel drive.

The system may also be used in tunnels and at other grade levels thanthe system shown. For example, over a long distance where switching isnot required, the vehicles may run on the lower gear on railsconstructed near ground level.

What I claim is:

l. A transportation system comprising:

a. a plurality of support columns spatially disposed from each other andanchored to a supporting medium, said plurality of support columnsdefining a smooth line relationship;

b. a plurality of first transverse members, each of which is verticallydisposed above said supporting medium and secured to one of saidplurality of support columns defining a substantially straight line;

c. a plurality of second transverse members vertically disposed fromsaid first transverse members a predetermined vertical distance, each ofwhich is secured to certain of said support columns adjacent each other;

(1. a first pair of rails forming a primary track adapted to support aload-bearing vehicle and being secured in transverse parallelrelationship to said plurality of first transverse members;

. a second pair of rails adapted to support a load-bearing vehicleforming a secondary track defining a smooth vertical curve varying fromsaid first transverse members forming a substantially straight line andbeing secured in transverse parallel relationship to said plurality ofsecond transverse members and disposed in the same plane having avertical component as said first pair of rails;

. a vehicle including an upper and lower set of driving and guidingwheels, said wheels adapted to cooperatively engage said first andsecond pair of rails and rotate with respect thereto; and

g. wheel actuating mechanisms operably connected to said vehicle andsaid upper and lower set of driving and guiding wheels causingsubstantially alternate and simultaneous selective engaging anddisengaging of said first and second pair of rails in operablerelationship facilitating entering and leaving said primary andsecondary tracks.

2. The vehicle of claim ll including:

h. a releasable capsule carried by said vehicle, said capsule beingadapted to move laterally with respect to said vehicle for engagementand disengagement therewith.

. The structure of claim 2 including:

1. code means identifying the rail location at which said upper andlower set of driving and guiding wheels are to be actuated, said codemeans being secured to said first and second pair of rails inpredetermined relationship to said vehicles;

. code sensing means sensing the code of said code means and producingoutput signals in accordance therewith, said sensing means being securedto said vehicle to pass in spaced and confronting relationship with saidcode means;

k. and control apparatus responsive to said output signals from saidcode sensing means for controlling the movements of said vehicle.

The structure set to, in claim 3 including;

. capsule drive means connected to, and energized by said controlapparatus and secured to said vehicle in driving relationship with saidcapsule facilitating lateral movement thereof with respect to saidvehicle.

5. The structure of claim 4 including:

m. a locking mechanism controlled by said control apparatus having afirst part thereof secured to said vehicle and a second part thereofsecured to said capsule, said first and second parts operably engagingthe disengaging each other in cooperation with said capsule drive meansfacilitating locking and unlocking said capsule with respect to saidvehicle.

6. The structure of claim 5 including:

n. brake apparatus operably connected to said control apparatus and saidupper and lower set of driving and guiding wheels controlling thebraking movements of said vehicle.

. The structure of claim 3 including:

. a speed sensing apparatus connected to said upper and lower set ofdriving and guiding wheels and producing output signals in accordancetherewith, said speed sensing means having its output connected to saidcontrol apparatus.

8. The structure set forth in claim 5 including:

p. time delay means electrically connected to said control apparatus andsaid capsule drive means causing energization of said capsule drivemeans after mechanism is disengaged.

9. The transportation system as set forth in claim 1 includq. a storagetrack disposed adjacent said secondary track for storing said vehiclewhen not in use;

r. a vehicle diverting mechanism operably connected to said secondaryand storage tracks in vertical transporting rela tionship, saiddiverting mechanism moving said vehicle between said secondary andstorage tracks.

10. The wheel actuating mechanisms of claim 1 including:

s. extendable means secured to said vehicle causing lateral movement ofsaid upper and lower set of driving and guiding wheels facilitatingengagement and disengagement of said first and second pair of rails.

11. The structure as set forth in claim 3 including:

t. electrical conductors secured to said first and second pair of railscarrying power and communications;

u. electrical brushes secured to said vehicle communicating with saidelectrical conductors and connected to said control apparatus.

12. The structure as set forth in claim 11 wherein said first and secondpair of rails include being formed in a C-shaped cross section and beingdisposed with the open portions facing said locking each other, saidelectrical conductors being disposed in the upper portions of saidrails.

13. The structure as set forth in claim 12 including:

v. a grade adjusting mechanism formed in two parts, the first of whichis secured to the lower portion of said first and second pair of rails,and the second of which is secured in confronting relationship to saidfirst part and contains a running surface for said upper and lower setof driving and guiding wheels, said grade adjusting mechanism changingthe angleof said running surfaces with respect to said first and secondplurality of transverse members.

14. The vehicle diverting mechanism set forth in claim 9 including:

v. a turntable mechanism adapted to operably engage the vehicle andfacilitate a rotational movement thereof.

15. The second pair of rails forming a secondary track set forth inclaim 1 including:

w. a first pair of rail sections inclined upwardly and secured to theends of said second pair of rails;

x. a second pair of rail sections inclined downwardly and securedintermediate and adjacent to said first pair of rail sections.

1. A transportation system comprising: a. a plurality of support columnsspatially disposed from each other and anchored to a supporting medium,said plurality of support columns defining a smooth line relationship;b. a plurality of first transverse members, each of which is verticallydisposed above said supporting medium and secured to one of saidplurality of support columns defining a substantially straight line; c.a plurality of second transverse members vertically disposed from saidfirst transverse members a predetermined vertical distance, each ofwhich is secured to certain of said support columns adjacent each other;d. a first pair of rails forming a primary track adapted to support aload-bearing vehicle and being secured in transverse parallelrelationship to said plurality of first transverse members; e. a secondpair of rails adapted to support a load-bearing vehicle forming asecondary track defining a smooth vertical curve varying from said firsttransverse members forming a substantially straight line and beingsecured in transverse parallel relationship to said plurality of secondtransverse members and disposed in the same plane having a verticalcomponent as said first pair of rails; f. a vehicle including an upperand lower set of driving and guiding wheels, said wheels adapted tocooperatively engage said first and second pair of rails and rotate withrespect thereto; and g. wheel actuating mechanisms operably connected tosaid vehicle and said upper and lower set of driving and guiding wheelscausing substantially alternate and simultaneous selective engaging anddisengaging of said first and second pair of rails in operablerelationship facilitating entering and leaving said primary andsecondary tracks.
 2. The vehicle of claim 1 including: h. a releasablecapsule carried by said vehicle, said capsule being adapted to movelaterally with respect to said vehicle for engagement and disengagementtherewith.
 3. The structure of claim 2 including: i. code meansidentifying the rail location at which said upper and lower set ofdriving and guiding wheels are to be actuated, said code means beingsecured to said first and second pair of rails in predeterminedrelationship to said vehicles; j. code sensing means sensing the code ofsaid code means and producing output signals in accordance therewith,said sensing means being secured to said vehicle to pass in spaced andconfronting relationship with said code means; k. and control apparatusresponsive to said output signals from said code sensing means forcontrolling the movements of said vehicle. 4 The structure set to, inclaim 3 including;
 5. The structure of claim 4 including: m. a lockingmechanism controlled by said control apparatus having a first partthereof secured to said vehicle and a second part thereof secured tosaid capsule, said first and second parts operably engaging thedisengaging each other in cooperation with said capsule drive meansfacilitating locking and unlocking said capsule with respect to saidvehicle.
 6. The structure of claim 5 including: n. brake apparatusoperably connected to said control apparatus and said upper and lowerset of driving and guiding wheels controlling the braking movements ofsaid vehicle.
 7. The structure of claim 3 including: o. a speed sensingapparatus connected to said upper and lower set of driving and guidingwheels and producing output signals in accordance therewith, said speedsensing means having its output connected to said control apparatus. 8.The structure set forth in claim 5 including: p. time delay meanselectrically connected to said control apparatus and said capsule drivemeans causing energization of said capsule drive means after saidlocking mechanism is disengaged.
 9. The transportation system as setforth in claim 1 including: q. a storage track disposed adjacent saidsecondary track for storing said vehicle when not in use; r. a vehiclediverting mechanism operably connected to said secondary and storagetracks in vertical transporting relationship, said diverting mechanismmoving said vehicle between said secondary and storage tracks.
 10. Thewheel actuating mechanisms of claim 1 including: s. extendable meanssecured to said vehicle causing lateral movement of said upper and lowerset of driving and guiding wheels facilitating engagement anddisengagement of said first and second pair of rails.
 11. The structureas set forth in claim 3 including: t. electrical conductors secured tosaid first and second pair of rails carrying power and communications;u. electrical brushes secured to said vehicle communicating with saidelectrical conductors and connected to said control apparatus.
 12. Thestructure as set forth in claim 11 wherein said first and second pair ofrails include being formed in a C-shaped cross section and beingdisposed with the open portions facing each other, said electricalconductoRs being disposed in the upper portions of said rails.
 13. Thestructure as set forth in claim 12 including: v. a grade adjustingmechanism formed in two parts, the first of which is secured to thelower portion of said first and second pair of rails, and the second ofwhich is secured in confronting relationship to said first part andcontains a running surface for said upper and lower set of driving andguiding wheels, said grade adjusting mechanism changing the angle ofsaid running surfaces with respect to said first and second plurality oftransverse members.
 14. The vehicle diverting mechanism set forth inclaim 9 including: v. a turntable mechanism adapted to operably engagethe vehicle and facilitate a rotational movement thereof.
 15. The secondpair of rails forming a secondary track set forth in claim 1 including:w. a first pair of rail sections inclined upwardly and secured to theends of said second pair of rails; x. a second pair of rail sectionsinclined downwardly and secured intermediate and adjacent to said firstpair of rail sections.